SDA Preliminary Deployment Programme V0

SESAR Deployment Framework Partnership
Preliminary
Deployment Programme V0
(PDP V0)
Preliminary Deployment Programme V0
Table of contents
1. Executive Summary ........................................................................................................................... 5
2. PDP specific objectives ...................................................................................................................... 6
3. Structure............................................................................................................................................ 7
4. Overall timeframe ............................................................................................................................. 9
5. Overall performance improvement ................................................................................................. 11
6. Initial set of high level risks .............................................................................................................. 13
7. ATM Functionalities ......................................................................................................................... 14
7.1. AF#1 - Extended Arrival Management and Performance Based Navigation in high density Terminal
Manoeuvring Areas .................................................................................................................................. 14
7.1.1. ATM Functionality and Sub-functionalities...................................................................................... 14
7.1.2. List of Fast Tracks ............................................................................................................................ 15
7.1.3. Family 1 - Pre-requisites and facilitators, including IDP elements ................................................... 16
7.1.4. Family 2 - Mature PCP elements...................................................................................................... 19
7.1.5. Interdependencies with other sub-functionalities and/or implementation projects ....................... 21
7.1.6. Timeline .......................................................................................................................................... 21
7.1.7. Preliminary economic appraisal ...................................................................................................... 21
7.2. AF#2 - Airport Integration and Throughput ........................................................................................ 23
7.2.2. List of Fast Tracks ............................................................................................................................ 24
7.2.4. Family 2 Mature PCP elements ..................................................................................................... 39
7.2.6. Timeline .......................................................................................................................................... 41
7.3. AF#3 - Flexible Airspace Management and Free Route ....................................................................... 42
DEPLOYMENT ALLIANCE 2
7.3.2. List of fast tracks ............................................................................................................................. 43
7.3.4. Family 2 Mature PCP elements ..................................................................................................... 47
7.3.6. Timeline .......................................................................................................................................... 48
7.4. AF#4 - Network Collaborative Management ...................................................................................... 50
7.4.6. Timeline .......................................................................................................................................... 62
7.5. AF#5 - Initial System Wide Information Management ........................................................................ 63
7.5.6. Timeline .......................................................................................................................................... 74
7.6. AF#6 - Initial Trajectory Information Sharing...................................................................................... 76
7.6.4. Family 2 - Pure PCP elements .......................................................................................................... 78
7.6.5. Interdependencies with other sub-functionalities and/or implementation projects and high level
timeline .................................................................................................................................................... 79
7.6.6. Timeline .......................................................................................................................................... 79
8. List of Acronyms .............................................................................................................................. 80
1. Executive Summary
The Preliminary Deployment Programme (PDP) shall provide the initial project view of the
ATM functionalities of the Pilot Common Project in order to support the successful
implementation of the Regulation (EU) N716/2014.
The PDP has been conceived to provide the implementing stakeholders with further
indications concerning their project proposals versus the contents of the PCP. It consists
of project clusters whose purpose is to prepare and ensure consistency, interconnection
and interoperability with the implementation of the overall PCP. This will be achieved
through a number of proposed high level initiatives, strictly linked to PCP requirements,
whose intent is to involve and synchronize implementations from the relevant
operational stakeholders.
Since there is already a delay on the delivery of the so-called baseline elements, as
already addressed by the IDSG1 through the monitoring and reporting of the Interim
Deployment Programme and detailed in its Transition Report, the PDP is intended to:
Speed up deployment of all the pre-requisites and facilitators of the PCP
functionalities, in order to be ready for a timely, coordinated and synchronised
deployment of PCP elements;
Cover the deployment of mature elements of the PCP.
The timely and coordinated execution of the PDP will minimize the risk of delaying the full
PCP deployment that could seriously jeopardise the operational benefits expected by its
implementation.
The proposed PDP focuses on clusters of Implementation projects, which are named and
referred to as Fast Tracks. Each Fast Track is identified as belonging to:
Family 1 all baseline activity, mainly covered by IDP indications, necessary for
the timely and synchronised implementation of the prerequisites of the PCP;
Family 2 all PCP elements mature to be deployed.
Each Fast Track is described in a standard format, providing the required information on
the area of interest, the scope, the involved stakeholders and the geographical
applicability, in accordance with Regulation (EU) N716/2014.
1
The Interim Deployment Steering Group (IDSG) was established in February 2012 in order to consolidate
the steering process for early deployment activities, as test bed for the governance mechanisms to be
implemented, and ensure its continuation up to the establishment of the future deployment governance
(January 2012). In its plenary configuration, it consists of designated experts from the civil and military
representatives of the States within the SES area and also from the relevant ATM operational stakeholders
(ANSPs, Airspace users, Airports, the Network Manager (NM)), the EASA, and the SJU. The IDSG also meets
in a technical configuration, called Expert Team, in order to perform detailed analysis and prepare the
reports to the Single Sky Committee for positive opinion. In this configuration, membership is extended to
experts from the manufacturing industry.
All Fast Tracks are grouped taking into consideration the relevant AFs they contribute to.
Interdependencies between AFs are described at high level, while a direct link between
the Fast Tracks and their respective AFs is shown in the indicative Gantt charts, where
timing information from ESSIP and further IDP (Interim Deployment Programme)
monitoring results can be identified.
The main source to identify the list of prerequisites and facilitators is the IDP (Interim
Deployment Programme) and the IDSG results on the analysis of the PCP priorities and
baseline essentials.
The IDSG experience has been highly valuable in order to identify the areas where major
effort should be invested and where solid processes should be built, in order to ensure
effective delivery from the implementation projects. Furthermore, the IDSG transition
reports highlights monitoring functions to be performed by the Deployment Manager,
e.g. to develop a programmatic approach that would address the potential ECAC needs
for lower airspace/TMAs reorganization and optimization in relation to continuous
descent / continuous climb application.
2. PDP specific objectives

The specific objective of the Preliminary Deployment Programme (PDP) is to provide the
EC with the initial project view of the ATM functionalities of the Pilot Common Project in
order to support the successful implementation of the Regulation (EU) N716/2014.
Indeed, the PDP has also been conceived to focus on the upcoming INEA first call for the
ATM and so to provide to implementing stakeholders further indications concerning their
project proposals correspondence and relevance versus the contents of the PCP.
The PDP consists of projects whose purpose is to prepare and ensure cohesion,
interconnection and interoperability with the implementation of the PCP. Since there is
already a delay on the delivery of the so-called baseline elements and the Interim
Deployment Programme (IDP), the PDP is intended to address both:
Speed up deployment of all the pre-requisites and facilitators of the PCP
functionalities, in order to be ready for a timely, coordinated and synchronised
deployment of PCP elements
Cover the deployment of mature elements of the PCP.
According to this approach in fact, the timely execution of the PDP will minimize the risk
of delaying the full PCP deployment that could seriously jeopardise the operational
benefits expected by the PCP implementation.
In particular, the PDP developed focuses on clusters of early Implementation projects,
including their prerequisites, and preparatory actions that have already started or will
start before 31/12/2016.These clusters of early implementation projects are named and
referred to as Fast Tracks.
3. Structure
The Preliminary Deployment Programme is organized in three levels deriving the project
view of the Pilot Common Project from the ATM functionalities and sub-ATM
Functionalities included in the PCP IR 716/2014. The contents of the three levels are
described in the table below:
LEVEL Name Description
Level 1 ATM Functionalities (AF) ATM functionality means a group of ATM operational
improvements and associated enablers related to
trajectory operations, airspace and surface management
or to information sharing within the en-route, terminal,
airport or network operating environments;
Level 2 ATM Sub-Functionalities Essential operational changes (from the European ATM
(S-AF) Master Plan level 1) selected for their performance
contribution and synchronization into what an AF can be
split in a more granular way.
Level 3 Early Implementation Sampler/implementation initiatives under which local
Projects cluster implementation projects are grouped that require
Fast Tracks coordination/ synchronization at local or regional level
and/or pursue the same (part of a) Sub-Functionality
Table 1: PDPs structure
The (local) implementation projects (Level 4) belonging to the Fast Tracks will be derived
from the results of the first call INEA launched in September.
From the list of ATM functionalities described in the PCP Regulation Annex, a selection of
Fast Tracks has been derived, which have reached a high level of maturity and are
therefore suitable for immediate implementation.
These Fast Tracks are fulfilling the following criteria:
Be a prerequisite of the PCP needed to be deployed prior to the PCP: indicating an
enabler (technical or operational) conditioning the subsequent implementation of
(elements of) a PCP ATM Functionality.
Be facilitators of the PCP needed to be deployed prior to the PCP: indicating is an
enabler (technical or operational) not yet implemented from which the
subsequent implementation of (elements of) a PCP ATM Functionality would
benefit;
Be mature: PCP elements that do not require additional activities to start the
deployment (i.e. specific regulatory measures or additional standards);
Be implemented in the geographical scope of the PCP.
According to this assessment, the Fast Tracks defined in this document are grouped
according to the following criteria:
Family1 Every element to implement baseline (prerequisites and facilitators of

the PCP) and all elements from IDP needed to be deployed for the PCP.
Family 2 All PCP elements ready to be deployed at certain location in the

geographical scope defined by the IR, as a first step or sub-functionalities
described in the annex of the Regulation (EU) N716/2014 .
Table 2: The 2 Fast-Track clusters in the PDP
The following picture provides the graphical presentation of the 3 levels of the PDP, it
allows to immediately capture derivation of the Implementation Projects clusters from
the ATM functionalities and sub-functionalities, highlighting also the expected integration
which will derive from the evolution PDP to full Deployment programme.
ATM Functionality X
Preliminary ATM Sub- Full Deployment
Deployment ATM Sub-Functionality X.1 Programme
Programme Functionality X.2
Fast Track
Fast Track Project X.1.1 Project Fast Track Project X.2.1
X.1.2
Applications
for INEAs
Local Local Local Local Local Call for Proposal
Implementation Implementation Implementation Implementation Implementation
Project Project Project Project Project IDP
Implementation
projects
Key: xxx - Family 1 project xxx - Family 2 project Text in white refers to another S-AF
Figure 1: Typical breakdown from Level 1 to Level 3 in the PDP
The following table shows information included in the PDP Level 3 Fast Tracks:
ITEM Description
DESIGNATOR Reference numbering
NAME Name of Fast Track

SUB-AF Name of referred Sub-ATM functionality
DESCRIPTION Description of the Fast Track
SCOPE Description of intended scope of the Fast Track
REFERENCES Reference to ESSIP objectives, IDP WPs, NM plans, etc.

CONCERNED
STAKEHOLDERS Regulation (EU) N716/2014
GEOGRAPHICAL
APPLICABILITY Regulation (EU) N716/2014
SYNCHRONIZATION Information where synchronization is required or needed

GUIDANCE
MATERIAL Information where to find guidance material
INTERDEPENDENCIES Description where there are Interdependencies between Clusters or within

Clusters
Table 3: Generic frame for Fast-Tracks description
4. Overall timeframe
This Preliminary Deployment Programme consists of Fast Tracks, implementation project
clusters, whose purpose is to ensure the smooth and timely deployment of the elements
of the PCP as defined in the IR and in the annex of the IR (mitigating the risk related to a
PCP non-deployment scenario).
One of the targets of the Deployment Programme will be to ensure the implementation
of the remaining elements of the Interim Deployment programme (IDP) required or
facilitating the deployment of PCP elements so that the PCP objectives do not suffer a risk
of late deployment. For the same purpose, additional PCP prerequisites and facilitators
have been identified in the framework of the IDSG-ET, to be enclosed in the initiatives to
be deployed with priority. These deployment activities are projects to be undertaken in
the framework of the present call which defines the priority projects that, given their
level of maturity, could be undertaken in 2014, 2015 or 2016.
Below is a full Gantt chart with all implementation activities for all Fast-Tracks under each
of the 6 AFs in the PCP.
Figure 2: Overall PDP GANTT chart
Fast Tracks and in particular their delivery dates result mainly from the analysis of ESSIP
and IDSG IDP monitoring activity, to be further refined at DP level on the basis of the
overall picture available from the (Local) Implementation Projects.
5. Overall performance improvement

According to the PCP regulation supporting material for each AF and associated Sub AFs
have been associated with an expected performance improvement contribution. These
performance improvement contributions have been evaluated at the time horizon of full
PCP deployment and mainly from a global network perspective.
These performance improvements are listed below as the expected target objective of
the PCP complete deployment. Nevertheless the step wise approach of deployment as
explained in the section 3.2.6 of the Annex B1 implies that indeed the performance
improvement will be a progressive process. In the elaboration of DPs the local dimension
of performance improvement will be more appearing.
It should be noted that the initial DP content is mainly focusing on the setting up of a
required baseline (all the prerequisite elements) that by itself is not contributing to the
PCP performance improvement objective but is necessary to enable the building up of the
PCP improvements.
AF#1: Extended AMAN and PBN in high density TMA
AF 1 performances improvements are linked to the consistent and synchronized
deployment of enablers by the relevant stakeholders (FT 1.2.3 involving both
ANSPs and AUs and FT 1.1.2 involving several ANSPs to provide a service at a given
TMA): the level of performance achieved after the FT completion could be lower
than the expected one translated in the initial PCP CBA
Environment: Reduced noise and emissions due to the better design of SIDs and
STARS and to a more smooth queue management of the arrival traffic
Cost-effectiveness: Savings in route distances as well as better fuel efficiency
through increased use of more optimum arrival trajectories using more optimized
descent profiles.
AF#2 Airport Integration and Throughput
Safety: The more effective airside and landside operations management,
improved situational awareness of all actors and resulting reduced congestion has
a positive effect on safety
Capacity: Enhanced airport capacity through optimal use of airside and landside
facilities and services, better use of airport and ATFM slots.
Cost-effectiveness: Punctuality improvements for all Stakeholders will reduce
operating costs. The Airport Operations Programme Business case Assessment
(Ref no: 04316-01 ed. 1.1., 02.2004, www.eurocontrol.int/airports) performed on
the Airport CDM Applications Cluster provides an overall assessment of costs and
benefits at the ECAC level. Airport CDM has been assessed as low in
implementation costs and high in return of benefits.
Environment: Reduced noise and emissions due to limiting engine ground running
time due to better timed operations
AF#3 Flexible Airspace Management and Free Route:
Safety: Improved through better co-ordination of civil and military airspace needs
at the European Network level. Potential gains through more efficient airspace
allocation and better knowledge of traffic environment and some enhancement
through reduction in controller workload.
Capacity: Increased through better utilization of airspace resources within and
across airspace boundaries and reduced controller workload. Potential increase in
productivity through dynamic adjustment of airspace resources and suppression
of some flight regulations thanks to local ATFCM measures with the same ATC
sector manning.
Cost-effectiveness: Savings in route distances as well as better fuel efficiency
through increased use of more optimum routes/trajectories and improved
sectorization.
Environment: Emissions reduced through the use of more optimum
routes/trajectories.
AF#4 Network collaborative management:
Safety: Optimized management of traffic demand, including high-level/peak hours
traffic requests. Enhancement through reduction in controllers workload.
Enhanced by improved sharing of the network situation.
Capacity: Optimum use of the available network capacity, Increased through
suppression of flight ATFM regulations thanks to local ATFCM measures with a
standardized manning of ATC sectors configuration. Small benefits through
improved use of the airport and airspace capacity resulting from a better
knowledge of the airspace availability and of the traffic demand.
Cost-effectiveness: Reduction of costs by reduction of ATFM delays, reduction of
flight delays, enhanced through use of cost effective tools to access network
information instead of expensive local tools or procedures and through the
improved capacity
AF#5 Initial System-Wide Information Management
AF#5 SWIM is primarily an enabler for other PCP elements that deliver benefits in
safety, capacity, cost-effectiveness and environment, in AF#1, AF#3, AF#4 and
AF#6.
AF#6 Initial Trajectory Information Sharing
The only fast track in AF#6 is a family 1 precursor, and as such it does not deliver
performance benefits in its own right, but is an enabler for other projects
delivering benefits.
6. Initial set of high level risks

Below is recorded a list of high level risks that will be further broken down within the
future releases of the DP.
Implementation delay due to insufficient stakeholder commitment, with specific
reference to Prerequisites implementation delay.
Financial constraints and risks (Stakeholders i.e. Airports, may have other
priorities in their investment plan)
Recession in the Air Transport Business
Political issues on civil-military integration / cooperation (e.g. AF3);
Political (financial) issues on DCT / FRA when profitable overflights in upper
airspace avoids high-cost areas;
Insufficient maturity of requested ATM functionalities or sub-functionalities (e.g.
AF5, AF6) and missing solutions provided by SESAR or missing regulatory or
standardization elements
Not capable data link will be available in time to support AF6 deployment (It is not
obvious that the "fixed" VDL Mode 2 will be sufficient to solve the current
technical issues and there is a great uncertainty regarding the calendar of
implementation of the corrections. Something else could be needed but any new
solution will de facto significantly delay such implementation).
i4D depends on implementation both in aircraft systems and ground systems
(both ANSPs and NM). Previous experience shows that this synchronization is
challenging between stakeholders and difficulties when implementing i4D must be
expected.
Connection of ground FDP system through SWIM is essential for trajectory based
operations over large areas. This consistent deployment is also a major risk
regarding the target date of achievement.
7. ATM Functionalities
7.1. AF#1 - Extended Arrival Management and Performance Based
Navigation in high density Terminal Manoeuvring Areas
7.1.1. ATM Functionality and Sub-functionalities
Name AF1: Extended Arrival Management and Performance Based Navigation

in high density Terminal Manoeuvring Area
Description Extended Arrival management (AMAN) and Performance Based

Navigation (PBN) in high density Terminal Manoeuvring Areas (TMAs)
improves the precision of the approach trajectory and facilitates air
traffic sequencing at an earlier stage. Extended AMAN supports
extension of the planning horizon out to a minimum of 180-200 Nautical
Miles, up to and including the Top of Descent of arrival flights. PBN in
high density TMAs covers the development and implementation of fuel
efficient and/or environmental friendly procedures for arrival and
departure (Required Navigation Performance 1 Standard Instrument
Departures (RNP 1 SIDs), Standard Arrival Routes (STARs) and approach
(Required Navigation Performance Approach (RNP APCH)).
Sub-ATM S-AF1.1: Arrival Management extended to en-route Airspace

Functionalities
S-AF1.2: Enhanced Terminal Airspace using RNP-Based Operations
Target date for Operations of the complete AF as from 1 January 2024 (no distinction
Sub-AF between sub AF)
Geographical Extended AMAN and PBN in high density TMAs [and associated en-route
scope sectors] shall be operated at the airports listed in Regulation (EU
716/2014)
7.1.2. List of Fast Tracks
AF1
Extended AMAN and PBN in high density TMA
S-AF 1.1
S-AF1.2
Arrival Management extended
Enhanced TMA using RNP-Based Operations
to en-route Airspace
FT1.1.2 FT1.2.1 FT1.2.2 FT1.2.3

FT1.1.1 AMAN upgrade to RNP approaches Geographic RNP/RNAV (2D
Basic AMAN include Extended with vertical Database for navigation), for
Horizon function guidance procedure design high density TMAs
Figure 3: Structure ATM functionality AF#1 Extended AMAN and PBN in high density
TMA
7.1.3. Family 1 - Pre-requisites and facilitators, including IDP

elements
Designator FT 1.1.1
Name Basic AMAN
Sub-AF Arrival Management extended to en-route Airspace
Implement Basic AMAN to support traffic synchronization in high density
Description
TMAs
Basic AMAN shall:
improve sequencing and metering of arrival aircraft in selected
TMAs and airports;
continuously calculate arrival sequences and times for flights,
taking into account the locally defined landing rate, the required
Scope spacing for flights arriving to the runway and other criteria;
provide automated sequencing support for the ATCOs handling
traffic arriving to an airport
provide simple Time To Lose / Time To Gain - TTL/TTG
information, rather than more complex direct trajectory
management solutions, such as speed to be flown
References ESSIP ATC07.1
Concerned
stakeholders ANSPs
Implementation projects will deliver basic AMAN as a prerequisite at

any of the airports listed in Regulation (EU 716/2014) (whenever it is not
Geographical already implemented). If AMAN is already implemented, it might be
applicability necessary to upgrade the functionality to meet the up-to-date
requirements and/or to prepare for the automatic coordination with
adjacent ACCs as required for AMAN with extended horizon (see FT1.2.1)
No ex-ante synchronization requirements, to be further assessed at the
Synchronization
level of Local Implementation Projects
Operational evaluation is required and it is essential to consider human
factors issues (e.g., roles, responsibilities, working methods, training,
Guidance material organization and staffing)
[http://www.eurocontrol.int/sites/default/files/article/content/documen
ts/nm/fasti-aman-guidelines-2010.pdf]
Interdependencies between Clusters should be described in the table
Interdependencies
itself and will be presented in the simplified Gantt Chart
Designator FT 1.2.1
Name RNP approaches with vertical guidance
Sub-AF Enhanced Terminal Airspace using RNP-Based Operations
Required navigation performance (RNP) is a type of performance-based

Description navigation (PBN) that allows an aircraft to fly a specific path between
two 3D-defined points in space.
Implement approach procedures with vertical guidance APV/Baro
Scope and/or APV/SBAS (as per ESSIP NAV10).
References ESSIP NAV10, NOP 2014-2018/2019,

Concerned
ANSPs and Airspace Users
stakeholders
Implementation projects will deliver RNP approaches with vertical guidance at
any of the airports listed in Regulation (EU 716/2014) (whenever it is not
Geographical already implemented).
applicability
According to ICAO AR37.11, all TMAs shall implement RNP approaches with
vertical guidance
There is the need to coordinate/synchronise efforts (operational procedure and

aircraft capabilities) between ANSPs and Airspace users to ensure the return of
Synchronization
investment and/or the start of operational benefits. The deadline for full
operational capability is 2016 (ICAO global plan, EASA)
EASA AMC 20-27 and AMC20-28

Guidance material ICAO Doc9613 Performance-Based Navigation (PBN) Manual (2013)
ICAO Assembly resolution 37.11
Designator FT 1.2.2
Name Geographic database for procedure design
Description Procurement/provision of geographic database of the TMA to support

procedure design
The availability of an up-to-date geographic database (including the

Scope obstacle items) of each TMA is a prerequisite to design new
procedures e.g., RNP approaches
References ESSIP NAV10 and ITY-ADQ

Concerned
ANSPs, airport authorities
stakeholders
Geographical Implementation projects will deliver geographic database for

applicability procedure design at any of the airports listed in Regulation (EU
716/2014) (whenever it is not already implemented).
Synchronization There is no need for synchronization.
Guidance material EUROCAE ER-009 / Guidance material for the generation of aerodrome
mapping database (December 2012)
7.1.4. Family 2 - Mature PCP elements

Designator FT 1.1.2
Name AMAN upgrade to include Extended Horizon function

Sub-AF Arrival Management extended to en-route Airspace
Description Implementation of arrival management extended to en-route airspaces

at high density TMAs and its associated adjacent ACCs
Arrival Management extended to en-route Airspace extends the AMAN

horizon from the 100-120 nautical miles to 180-200 nautical miles from
the arrival airport. Traffic sequencing may be conducted in the en-route
and early descent phases.
Air traffic control (ATC) services in the TMAs implementing AMAN
Scope operations shall coordinate with Air Traffic Services (ATS) units
responsible for adjacent en-route sectors.
The existing techniques to manage the AMAN constraints, in particular
Time to Lose or Gain and Speed Advice may be used to implement this
functionality
References PCP AF1 sub functionality ESSIP ATC15, NOP 2014-2018/2019
Concerned ANSPs (operating each high density TMA and ANSPs operating
stakeholders associated and adjacent en route ACCs), NM, AU
Any of the airports/TMAs listed in Regulation (EU 716/2014) + adjacent
Geographical ACCs (the adjacent ACC may be operated by a different ANSP than the
applicability one operating the TMA)
Note: the Implementing rule does not specify the list of impacted ACCs.
There is no synchronization requirement on this PCP element. The

Synchronization synchronization is only needed for the implementations associated with
a given AMAN
SESAR (05.06.04) validation reports

Guidance material
As listed in ESSIP ATC15
Designator FT 1.2.3
Name RNP/RNAV (2D navigation), for high density TMAs (including aircraft
capabilities)
Required navigation performance (RNP) is a type of performance-based

Description navigation (PBN) that allows an aircraft to fly a specific path between
two 3D-defined points in space.
Enhance arrival/departure procedures in high-density TMAs to include

RNP 1 SIDs, STARs and transitions (with the use of the Radius to Fix (RF)
Scope
attachment);
Enable ATC systems and ATC Safety Nets to support RNP operations
References ESSIP NAV03

Concerned
stakeholders Civil/Military ANSPs and civil/military Airspace Users
Implementation projects will deliver RNP/RNAV (2D navigation) at any

of the airports associated with the high density TMAs listed in Regulation
Geographical
(EU 716/2014) (whenever it is not already implemented).
applicability
All aircraft operating at high density TMAs where RNP approaches are
implemented. Applicable to the military.
(PCP IR=The deployment of Extended AMAN and PBN in high density

TMAs functionality shall be coordinated due to the potential network
performance impact of delayed implementation in the airports referred
to in the list. From a technical perspective the deployment of targeted
Synchronization system and procedural changes shall be synchronized in order to ensure
that the performance objectives are met. The synchronization of
investments shall involve multiple airport operators and air navigation
service providers. Furthermore, synchronization during the related
industrialization phase shall take place, in particular among supply
industry).
Guidance material EASA, IATA ICAO FAA guidance on airspace users

as listed in ESSIP NAV03
7.1.5. Interdependencies with other sub-functionalities and/or

implementation projects
Prerequisites
As explained above, FT1.1.1 Basic AMAN is a prerequisite to FT1.1.2.
AMAN upgrade to include extended horizon function.
Similarly, FT1.2.1 RNP approaches with vertical guidance and FT1.2.2
geographic database for procedure design are prerequisites to FT1.2.3
RNP/RNAV (2D approaches) for high density TMAs.
Facilitators
In addition, it is recognized that FT1.1.2 AMAN upgrade to include
extended horizon function is supported by data exchange between ATS
units. It is anticipated that in the future these data exchanges will be
implemented using System Wide Information Management (SWIM)
services where iSWIM functionality referred to in AF 5 is available, for the
time being, required data exchange can be achieved with existing
technology.
Furthermore, downlink trajectory information as specified in AF 6, where
available, will be used by the AMAN.
7.1.6. Timeline
Figure 4: Indicative timeline for AF1s Fast-Tracks
The dates identified in this simplified Gantt chart result mainly from the analysis of ESSIP
and IDSG IDP monitoring activity, and will be further assessed upon availability of all
(local) implementation projects. Comprehensive economic appraisal of AF#1 fast-tracks
implementation
7.1.7. Preliminary economic appraisal
The overall cost of AF # 1, amounting at 0.2 billion (0.3 billion undiscounted) [till the
target implementation date 2024], would be borne by ANSPs.
7.2. AF#2 - Airport Integration and Throughput

Name AF2: Airport Integration and Throughput
Description Airport Integration and Throughput facilitates the provision of approach
and aerodrome control services by improving runway safety and
throughput, enhancing taxi integration and safety and reducing
hazardous situations on the runway. This functionality is composed of
five sub-functionalities:
Sub-ATM S-AF2.1: Departure Management synchronised with Pre-departure
Functionalities sequencing
S-AF2.2: Departure Management integrating Surface Management
Constraints
S-AF2.3: Time-Based Separation for Final Approach
S-AF2.4: Automated Assistance to Controller for Surface Movement
Planning and Routing
S-AF2.5: Airport Safety Nets
Target date Departure Management Synchronised with Pre-departure sequencing as
for Sub-AF from 1 January 2021
Departure Management integrating Surface Management Constraints as
from 1 January 2021
Time-Based Separation for Final Approach as from 1 January 2024
Automated Assistance to Controller for Surface Movement Planning and
Routing as from 1 January 2024
Airport Safety Nets as from 1 January 2021
Geographical Geographical scope according to Annex 2.2.1/2.2.2 of Commission
scope Implementing Regulation (EU) N716/2014
7.2.2. List of Fast Tracks
Figure 5: Structure ATM functionality AF#2 Airport Integration and Throughput

elements
Designator FT 2.1.1
Name Initial DMAN capability
S-AF2.1: Departure Management Synchronized with Pre-departure
Sub-AF
sequencing
Operational stakeholders involved in A-CDM shall jointly establish pre-
departure sequences, taking into account agreed principles to be
applied for specific reasons (such as runway holding time, slot
Description adherence, departure routes, airspace user preferences, night curfew,
evacuation of stand/gate for arriving aircraft, adverse conditions
including de-icing, actual taxi/runway capacity, current constraints,
etc.).
Implement Basic Departure Management (DMAN) functionality to:
ensure an efficient usage of the runway take of capacity by
providing an optimum and context dependent queue at the
holding points
improve the departure flows at airports;
Scope increase the predictability;
calculate Target Take Off Times (TTOT) and the Target Start-up
Approval Times (TSAT) taking into account multiple
constraints and preferences out of the A-CDM processes;
provide a planned departure sequence;
reduce queuing at holding point and distribute the
information to various stakeholders at the airport;
References AOP05
Concerned
CIV/MIL ANSPs, AOP, NM, AU
stakeholders
Geographical Geographical scope according to Annex 2.2.1/2.2.2of Commission
applicability Implementing Regulation (EU) N716/2014
From a technical perspective the deployment of targeted system and
Synchronization procedural changes shall be synchronised in order to ensure that the
performance objectives are met.
ESSIP Plan Edition 2013
Guidance material
EUROCONTROL A-CDM Manual
There are interdependencies within AF2 with FT2.1.2 EFS, FT2.1.3 A-

CDM and FT 2.2.1 A-SMGCS Level 1-2
Interdependencies The sub-functionalities Departure Management Synchronized with

Pre-departure sequencing may be implemented independently from
the other sub-functionalities
Designator FT2.1.2
Name Electronic Flight Strips (EFS)
S-AF2.1: Departure Management Synchronised with Pre-departure
Sub-AF
sequencing
Implement Digital Flight Data Management System, such as EFS,
improve situational awareness of towers controllers by:
having data updates, received from an FDP system or by
manual inputs, automatically available at all connected
working positions;
performing Data inputs generally by simple mouse clicks
or by selecting data from menus so that no time-
absorbing interactions are needed;
Description
presenting the flight plan data in a clear and easy to read
way;
allowing combination with advanced tools like AMAN,
DMAN; A-SMGCS and to support Airport-CDM
Ref. S-AF2.5
Digital systems, such as EFSs, shall integrate the instructions given by
the air traffic controller with other data such as flight plan,
surveillance, routing, published rules and procedures.
The operational context of electronic dialogue as automated
assistance to controller during coordination and transfer addresses
the facilities and processes for data exchange between ATC
components serving ATC units for the purpose of achieving:
The electronic dialogue in co-ordination prior to the transfer
of flights from one ATC unit to the next. In the scope of this
objective the implementers should use OLDI messages in
order to perform an electronic dialogue :
The transfer of communication from one ATC unit to the next
ATC unit of such flights. In the scope of this objective the
implementers should use OLDI messages in order to perform
Scope an electronic dialogue:
The coordination processes that support the exchange of OLDI
messages related to the Basic procedure
The system permits controllers to conduct screen to screen

coordination between adjacent ATSUs / sectors reducing workload
associated with coordination, integration and identification tasks. The
system supports coordination dialogue between controllers and
transfer of flights between ATSUs, and facilitates early resolution of
conflicts through inter ATSU/sector coordination.
Ref. S-AF2.4
The flight data processing system shall be able to receive planned and
cleared routes assigned to aircraft and vehicles and manage the status
of the route for all concerned aircraft and vehicles.
Ref. S-AF2.5
The controller working position shall allow the air traffic controller to
manage surface route trajectories.
Tower Runway Controller support tools shall provide the detection of

Conflicting ATC Clearances and shall be performed by the ATC system
based on the knowledge of data such as the clearances given to
mobiles by the Tower Runway Controller, the assigned runway and
holding point. Working procedures shall ensure that all clearances
given to aircraft or vehicles are input in the ATC system by the
controller on the Electronic Flight Strip (EFS).
ATCOs shall be alerted when mobiles deviate from ATC instructions,

procedures or route, potentially placing the mobile at risk. The
introduction of Electronic Flight Strips (EFS) means that the
instructions given by the ATCO are now available electronically and
shall be integrated with other data such as flight plan, surveillance,
routing, published rules and procedures. The integration of this data
shall allow the system to monitor the information and when
inconsistencies are detected, an alert is provided to the ATCO (e.g. No
push-back approval)
Furthermore, Digital Flight Data Management Systems will help to
make consolidated flight data from different sources available to the
controller and thus enhance situational awareness by indicating
process steps and alerts in connection with AOP functionalities.
ATC15 + 17, ITY- COTR, COM9, FMTP, AOP05

The new ESSIP objective ATC17 complements the (mandatory)
References
requirements of basic notification, coordination and transfer
functionalities which are already covered in ESSIP objective ITY- COTR
and regulated by Regulation (EC) N1032/2006.
Concerned stakeholders CIV/MIL ANSPs, AOP.AU,NM
procedural changes shall be synchronized in order to ensure that the
performance objectives are met. This synchronization of investments
Synchronization shall involve multiple airport operators and air navigation service
providers. Furthermore synchronization during the related
industry and standardization bodies

EUROCONTROL A-CDM Implementation Manual, ESARR4 and related
Guidance material docs.
EUROCONTROL Study report ITWP (Integrated Tower Working
Position)
S-AF2.2 Departure Management integrating Surface Management
Constraints
S-AF2.3 Time-based separation for final approach
Interdependencies
A-AF2.4 Automated Assistance to Controller for Surface Movement
Planning and Routing
A-AF2.5 Airport Safety Nets
Designator FT2.1.3
Name Basic A-CDM
Sub-AF sequencing
A-CDM is the concept, which aims at improving operational efficiency

at airports and improves their integration into the Air Traffic Flow and
Capacity Management (ATFCM) by increasing information sharing and
Description
improving cooperation between all relevant stakeholders (local ANSP,
airport operator, aircraft operators, NM, other airport service
providers).
The Airport CDM concept is built on the following elements:
- The foundations for Airport CDM are Information Sharing and the
Milestone Approach. They consist in collaborative information
sharing and monitoring of the progress of a flight from the initial
planning to the take-off. Those two elements allow the airport
partners to achieve a common situational awareness and predict
the forthcoming events for each flight.
Scope - Variable Taxi Time Calculation, Collaborative Pre-Departure
Sequencing and CDM in Adverse Conditions allow the airport
partners to further improve the local management of airport
operations, whatever the situation at the airport.
Once A-CDM has been implemented locally, the link with the ATMN
can be strengthened through the exchange of flight update messages
between the CDM airport and the NM. This last building block of the
A-CDM concept facilitates the flow and capacity management, helps
reduce uncertainty and increases efficiency at the network level.
References AOP05, IDP Objective 3.1, 3,2
Concerned stakeholders CIV/MIL ANSPs, AOP, NM, AU
Operational stakeholders involved in A-CDM shall jointly establish pre-
departure sequences, taking into account agreed principles to be
applied for specific reasons (such as runway holding time, slot
adherence, departure routes, airspace user preferences, night curfew,
evacuation of stand/gate for arriving aircraft, adverse conditions
including de-icing, actual taxi/runway capacity, current constraints,
Synchronization etc.).
The deployment of Airport Integration and Throughput functionality
shall be coordinated due to the potential network performance
impact of delayed implementation in the targeted airports. From a
technical perspective the deployment of targeted system and
procedural changes shall be synchronized in order to ensure that the
shall involve multiple airport operators and air navigation service

providers. Furthermore synchronization during the related
industry and standardization bodies
The concept of A-CDM constitutes the basis for airports to establish
predictability in processes related to aircraft turn-around and as such
feeds the AOP with essential and critical information concerning
capacity issues as well as availability. This information is integrated in
the NOP (ref. S-AF4.2 Collaborative NOP).
Guidance material EUROCONTROL A-CDM Implementation Manual, Functional req. doc.
Ed. 4.0
Interdependencies exist between FT2.1.3 A-CDM and S-AF4.2:
Collaborative NOP (FT 4.2.1 A-CDM). Within S-AF2.1 dependencies can
Interdependencies be expected with FT2.1.1 Initial DMAN and between S-AF2.2 A-SMGCS
L1-2 and FT2.1.3
Designator FT2.1.4
Name Initial Airport Operational Plan (AOP)
Sub-AF
sequencing
The Airport element that reflects the operational status of the Airport
and therefore facilitates Demand and Capacity Balancing is the Airport
Operations Plan (AOP). The AOP connects the relevant stakeholders,
notably the Airspace Users Flight Operations Centre (FOC). It contains
data and information relating to the different status of planning
phases and is in the format of a rolling plan, which naturally evolves
over time.
Description
The AOP is a single, common and collaboratively agreed rolling plan
available to all airport stakeholders whose purpose is to provide
common situational awareness and to form the basis upon which
stakeholder decisions relating to process optimization can be made.
There are strong interdependencies with S-AF4.2 Collaborative NOP as
well as with S-AF5.5 Cooperative Network Information Exchange.
The ATM stakeholders planning processes and working methods are
included in the AOP. The initial AOP is partly integrated in the NOP
which provides a rolling picture of the network situation used by
stakeholders to prepare their plans and their inputs to the network
Scope CDM processes (e.g. negotiation of airspace configurations).
NM Information will be freely exchanged by Operational stakeholders
by means of defined cooperative network information services, using
the yellow SWIM TI Profile.
References ESSIP FCM05
Concerned stakeholders CIV/MIL ANSPs, AOP, NM, AU
Geographical
ECAC airports
applicability
The deployment of Network Collaborative Management functionality
shall be coordinated and synchronized with the AOP due to the
potential network performance impact of delayed implementation.
The synchronization of investments shall involve multiple air
navigation service providers, airports and the Network Manager.
Synchronization
The concept of A-CDM constitutes the basis for airports to establish
predictability in processes related to aircraft turn-around and as such
feeds the AOP with essential and critical information concerning
capacity issues as well as availability. This information is integrated in
the NOP (ref. S-AF4.2 Collaborative NOP).
ESSIP Plan Edition 2013, NOP portal Users guide,

Guidance material SESAR WP6, IATA - Standard Schedules Information Manual - Edition
23
S-AF4.2: Collaborative NOP(FT 4.2.4 Initial Connectivity AOP/NOP )
Interdependencies S-AF5.5: Cooperative Network Information Exchange(FT 5.5.1
Interface and data Requirements of AF4 NOP)
Designator FT2.2.1
Name A-SMGCS Level 1/2
S-AF2.2 Departure Management integrating Surface Management
Sub-AF
Constraints
Advanced Surface Movement Guidance and Control System (A-SMGCS) is a
system providing routing, guidance and surveillance for the control of aircraft
and vehicles in order to maintain the declared surface movement rate under
all weather conditions within the aerodrome visibility operational level
(AVOL) while maintaining the required level of safety.
A-SMGCS Level 1 provides ATC with the position and automatic identity of:
- All relevant aircraft on the movement area;
- All relevant vehicles on the manoeuvring area.
Traffic will be controlled through the use of appropriate procedures allowing

the issuance of information and clearances to traffic on the basis of A-SMGCS
Level 1surveillance data.
A-SMGCS Level 2 is a L1 system complemented byte A-SMGCS function to

detect potential conflicts on runways, taxiways and intrusions into restricted
areas and provide the controllers with appropriate alerts.
Description A-SMGCS Level 1 is a prerequisite for A-SMGCS Level 2.

Ref S-AF2.4
Advanced Surface Movement Guidance and Control Systems (A-SMGCS) shall
provide optimized taxi-time and improve predictability of take-off times by
monitoring of real surface traffic and by considering updated taxi times in
departure management.
Ref S-AF2.5
Airport Safety Nets shall integrate A-SMGCS surveillance data and controller
runway related clearances; Airport Conformance Monitoring shall integrate
A-SMGCS Surface Movement Routing, surveillance data and controller
routing clearances
A-SMGCS shall include the advanced routing and planning function referred
to in Point 2.1.4 above to enable conformance monitoring alerts
A-SMGCS shall include a function to generate and distribute the appropriate
alerts. These alerts shall be implemented as an additional layer on top of the
existing A-SMGCS Level 2 alerts and not as a replacement for them.
The departure sequence at the runway shall be optimized according to the
real traffic situation reflecting any change off-gate or during taxi to the
runway. A-SMGCS shall provide optimized taxi-time and improve
predictability of take-off times by monitoring of real surface traffic and by
considering updated taxi times in departure management regardless of
Scope meteorological or other impacting conditions.
Ref S-AF2.4
The routing and planning function shall calculate the most operationally
relevant route as free as possible of conflicts which permits the aircraft to go
from stand to runway, from runway to stand or any other surface movement
References ESSIP AOP05, AOP04.1 and AOP04.2.

Concerned stakeholders CIV/MIL ANSPs, AOP, AU
Geographical scope according to Annex 2.2.1/2.2.2of Commission
Geographical applicability
Implementing Regulation (EU) N716/2014
DMAN systems shall take account of variable and updated taxi times from A-
SMGCS to calculate the TTOT and TSAT. Interfaces between DMAN and A-
SMGCS routing shall be developed
Synchronization - DMAN integrating A-SMGCS constraints using a digital system, such as
Electronic flight Strips (EFS) with an advanced A-SMGCS routing function
shall be integrated into flight processing systems for departure
sequencing and routing computation
- An A-SMGCS routing function shall be deployed.
Guidance material EUROCONTROL A-CDM Implementation Manual
ICAO doc 9830
The implementation of the sub-functionalities Departure management
integrating surface management constraints require the availability of the
sub-functionality S-AF2.4 Automated assistance to controllers for surface
Interdependencies movement planning and routing (A-SMGCS level 2+)
The implementation of A-SMGCS Level 1 is a pre-requisite for the
implementation of A-SMGCS Level 2.
Designator FT2.5.1
Name Airport Safety Nets associated with A-SMGCS Level 2
Sub-AF A-AF 2.5 Airport Safety Nets
Airport safety nets consist of the detection and alerting of
conflicting ATC clearances to aircraft and deviation of vehicles and
Description
aircraft from their instructions, procedures or routing which may
potentially put the vehicles and aircraft at risk of a collision.
The scope of this sub-functionality includes the Runway and
Airfield Surface Movement area. ATC support tools at the
aerodrome shall provide the detection of Conflicting ATC
Clearances as well as deviations from ATC instructions,
procedures or routes and shall be performed by the ATC system
based on the knowledge of data including the clearances given to
aircraft and vehicles by the air traffic controller, the assigned
runway and holding point. The air traffic controller shall input all
clearances given to aircraft or vehicles into the ATC system using a
digital system, such as the EFS. Different types of conflicting
Scope
clearances shall be identified (for example Line-Up vs. Take-Off).
Some may only be based on the air traffic controller input; others
may in addition use other data such as A-SMGCS surveillance
data. Airport Safety Nets tools shall alert air traffic controllers
when aircraft and vehicles deviate from ATC instructions,
procedures or routes. The detection of Conflicting ATC Clearances
shall aim to provide an early prediction of situations that if not
corrected would end up in hazardous situations that would be
detected in turn by the runway incursion monitoring system
(RIMS) if in operation
References SAF11, SESAR OI AO-0104-A, AO-0209, SURF IA, DO-323

ICAO Annex 10 Telecomm., ICAO Annex 14 - Aerodromes
Concerned stakeholders CIV/MIL ANSPs, AOP, AU
Synchronization Ref. FT2.2.1 A-SMGCS Level 1-2

Guidance material EAPRI, EAPRE
The implementation of the sub-functionalities Airport Safety Nets
require the availability of the sub-functionality S-AF2.4
Interdependencies Automated assistance to controllers for surface movement
planning and routing (A-SMGCS level 2+)
Ref. FT2.2.1 A-SMGCS Level 1-2
Designator FT 2.5.2
Name Implement aircraft systems contributing to airport safety nets
Sub-AF Airport safety nets
This fast-track represents a facilitator to the safety-focused PCP

deployment. The objective is to equip aircrafts with safety related
Description systems to improve situational awareness, reduce the risks of runway
incursion, runway confusion and runway excursions and thus
contribute to the overall airport safety net for high-density airports.
Airport safety nets consist of the detection and alerting of conflicting

ATC clearances to aircraft and deviation of vehicles and aircraft from
their instructions, procedures or routing which may potentially put the
vehicles and aircraft at risk of a collision. The scope of this fast-track
project includes aircraft technology in the scope of avionic or
electronic flight bag based systems with the objective to conclude the
ground based airport safety net with specific airborne systems and
technology. This leads to an improved situational awareness and thus
improves the quality of the overall safety net. The main benefit is
related to the increase of runway usage awareness, and consequently
Scope an increase of runway safety. On-board systems and technology uses
airport data coupled with on-board sensors to monitor the movement
of an aircraft around the airport and provide relevant information to
the flight crew. Further applications of on-board systems are related to
continuous monitoring of aircraft landing performance, providing pilots
with a real-time, constantly updated picture. The on-board systems
detect potential and actual risk of collision with other traffic during
runway operations and provide the Flight Crew with the appropriate
alert. An on-board airport safety net will improve safety in runway
operations, mostly at airports where no safety net is provided to
controllers.
OFA01.02.01 Airport safety nets

References OFA01.02.02 Enhanced situational awareness
AUO-0605-A Airport Safety Nets for Pilots in Step 1
Concerned
stakeholders AU

Synchronization Not applicable
Airbus Runway Overrun Prevention System (ROPS)

Guidance material
Honeywell Runway Awareness and Advisory System (RAAS)
Interdependencies
7.2.4. Family 2 Mature PCP elements

Designator FT 2.3.1
Name Time-based Separation
Sub-AF S-AF2.3 Time-based Separation
Time-Based Separation (TBS) consists in the separation of aircraft in
sequence on the approach to a runway using time intervals instead
of distances. It may be applied during final approach by allowing
equivalent distance information to be displayed to the controller
Description taking account of prevailing wind conditions. Radar separation
minima and Wake Turbulence Separation parameters shall be
integrated in a TBS support tool providing guidance to the air traffic
controller to enable time-based spacing of aircraft during final
approach that considers the effect of the headwind.
The objective is to recover loss in airport arrival capacity currently
experienced in headwind conditions on final approach under
distance-based wake turbulence radar separation rules. By using
time-based parameters, this loss is mitigated, having a positive
effect on runway throughput and runway queuing delays. Minimum
radar separation is not affected.
Whilst TBS (Time-Based Separation) operations are not exclusive to
Scope
a headwind on final approach, the current deployment proposal is
specifically targeted at realizing the potential capacity benefits in
these currently constraining conditions.
Radar separation minimum and vortex separations parameters shall
be integrated in the Time Based Separation support tool that
provide guidance to the controller to achieve the time proposed
spacing to counter the effect of the headwind.
SJU OI step AO-0303 Time Based Separation for Final Approach - full
References
concept
Concerned
CIV/MIL ANSPs, AU
stakeholders
From a technical perspective the deployment of targeted system
and procedural changes shall be synchronized in order to ensure
that the performance objectives are met. This synchronization of
Synchronization investments shall involve multiple airport operators and air
navigation service providers. Furthermore synchronization during
the related industrialization phase shall take place, in particular
among supply industry and standardization bodies
Guidance material SESAR SJU Time Based Separation Full Solution
7.2.5.Interdependencies
Interdependencies I with FT 2.5.1 Airport Safety Nets
n
terdependencies with other sub-functionalities and/or
The following prerequisites are required:
Digital systems, such as EFS, A-CDM and initial DMAN for Departure
Management Synchronised with Pre- departure sequencing
Digital systems, such as EFS, initial DMAN and A-SMGCS level 1 & 2 for
Departure Management integrating Surface Management Constraints
Digital systems, such as EFS for TBS
Digital systems, such as EFS and A-SMGCS level 1 & 2 for Automated
Assistance to Controller for Surface Movement Planning and Routing
Digital systems, such as EFS and A-SMGCS surveillance for Airport Safety Nets.
The sub-functionalities Departure Management Synchronised with Pre-
departure sequencing and Time Based Separation for Final Approach may
be implemented independently from the other sub-functionalities.
Interdependencies with other sub-functionalities not yet implemented will be
addressed when updating the deployment programme.
7.2.6. Timeline
(local) implementation projects.

The overall cost for AF#2 (up to end of 2016) is estimated at 131.5 Million .
7.3. AF#3 - Flexible Airspace Management and Free Route

Name AF3: Flexible Airspace Management and Free Route
Combined operation of Flexible Airspace Management and Free Route

enable airspace users to fly as closely as possible to their preferred
Description trajectory without being constrained by fixed airspace structures or fixed
route networks. It further allows operations that require segregation, for
example military training, to take place safely and flexibly, and with
minimum impact on other airspace users.
Sub-ATM S-AF3.1: Airspace Management and Advanced Flexible Use of Airspace

Functionalities
S-AF3.2: Free Route
Target date for DCT as from 1 January 2018

Sub-AF
FRA as from 1 January 2022
Geographical Flexible Airspace Management and Free Route shall be provided and
scope operated in the airspace for which the Member States are responsible at
and above flight level 310 in the ICAO EUR region
7.3.2. List of fast tracks
AF3
Flexible ASM and Free Route
S-AF 3.1
S-AF3.2
ASM and
Free Route
Advanced FUA
FT3.1.1 FT3.2.1 FT3.2.2 FT3.2.3

Implement initial Upgrade ATM Upgrade NM Implement Direct
ASM tool systems systems Routes
Key: xxx - Family 1 projec xxx - Family 2 project Text in white refers to another S-AF
Figure 7: Structure ATM functionality AF#3 Flexible ASM and Free Route

elements
Designator FT3.1.1
Name Initial ASM tool to support AFUA
Sub-AF Airspace Management and Advanced Flexible Use of Airspace
Description Implement ASM tools to support coordination of airspace resources
ASM support system shall:

manage airspace reservations more flexibly in response to
airspace user requirements;
share changes in airspace status with all concerned users, in
particular Network Manager, air navigation service providers and
Scope (Civil/Mil) airspace users;
support the fixed and conditional route networks currently in
place;
Be able to respond to changing demands for airspace;
Enhancements to the Network Operations Plan (NOP) shall be
achieved through a cooperative decision-making process
between all involved operational stakeholders.
References ESSIP AOM19, FCM05, DP WP 2.1.1, NOP 2014-2018/2019

Concerned
stakeholders CIV/MIL ANSPs, NM, AU
Geographical
Flexible Airspace Management shall be provided and operated in the
applicability
airspace for which the Member States are responsible in the ICAO
(extract from IR PCP) EUR region.
Synchronization Synchronization with NM and AUs, Synchronization among

neighbouring ANSPs when Cross border areas are managed
Guidance material As stated in ESSIP AOM19, FCM05
Implementation of an ASM support tool is a prerequisite for the

Interdependencies implementation of the advanced FUA, by allowing short-term (up to
real-time) airspace management.
Designator FT 3.2.1
Name Upgrade ATM systems to support DCT
Sub-AF Free Route
Upgrade relevant ATM systems to be capable to process flight data

Description over geographical coordinates instead of usual predefined COPs and
airways.
Flight Data Processing Systems shall have to be capable to

coordinate and transfer the control of flights over geographical
coordinates instead of usual predefined COPs.
MONA function has to be capable to monitor the flight path of
flights along geographical coordinates instead of usual predefined
Scope air routes.
MTCD function has to be capable to plan the further flight path of
flights along geographical coordinates instead of usual predefined
air routes.
Upgrade, if necessary, AU flight planning systems to support direct
routing operations,
References ESSIP AOM21, NOP 2014-2018/2019
Concerned stakeholders ANSPs, AU
Geographical Free Route shall be provided and operated in the airspace for which
applicability the Member States are responsible at and above flight level 310 in
the ICAO EUR region.
Implementation of a (technical) pre-requisite for DCT: There is no

need for synchronization.
Synchronization
Synchronization with neighbouring systems will be required, when
Cross-border DCTs will be implemented
Guidance material As stated in ESSIP AOM21
Upgrade of ATM and NM systems in support of DCT operations are

Interdependencies technical prerequisites Interdependencies between these systems
exist via their interfaces.
Designator FT 3.2.2
Name Upgrade NM systems to support direct routings operations
Sub-AF Free Route
Description Upgrade of NM systems (e.g. ADR, DDR, NOP, IFPS) to support direct
routing operations.
Implement system improvements (ADR and Airspace Management
Scope
tools), Procedures and processes to support direct routings.
References ESSIP AOM21; Partially IDP WP2.1.2, NOP 2014-2018/2019
Concerned stakeholders ANSPs, NM

Geographical
Free Route shall be provided and operated in the airspace for which
applicability
the Member States are responsible at and above flight level 310 in
(extract from IR PCP) the ICAO EUR region.
Implementation of a (technical) pre-requisite for DCT: There is no

Synchronization need for synchronization.
Coordinated initiatives to be undertaken with FABs
Guidance material As stated in ESSIP AOM21
Upgrade of ATM and NM systems in support of DCT operations are

Interdependencies technical prerequisites Interdependencies between these systems
exist via their interfaces.
7.3.4. Family 2 Mature PCP elements

Designator FT 3.2.3
Name Direct routes2
Sub-AF Free Route

Description Implementation of Direct Routings above FL 365
Implement Direct Routings as a first step towards Free Route

operations. Direct Routing airspace is defined laterally and vertically
(above FL365) with a set of entry/exit conditions where published
direct routings are available. Within this airspace, flights remain
Scope subject to air traffic control.
Direct routing can be implemented in a limited way during defined
periods. DCT shall be published in aeronautical publications as
described in the European Route Network Improvement Plan of the
Network Manager.
References ESSIP AOM21, IDP WP2.1, NOP 2014-2018/2019

Concerned stakeholders NM, ANSP, AU
Free Route shall be provided and operated in the airspace for which
the Member States are responsible at and above flight level 310 in
Geographical the ICAO EUR region. In a first step, DCT shall be introduced above
applicability FL 365 because this has been recognized by all ANSPs as the
optimum starting point for incremental implementation.
However, each state, based on operational environment (such as
airspace structure, ATM system limitations) can choose a different
lower level of initial Free Route Airspace implementation.
There is the need to coordinate/synchronize efforts (operational

procedure and aircraft capabilities) between ANSPs, NM and
Synchronization Airspace users to ensure the return of investment and/or the start
of operational benefits.
Coordinated activities DCT implementation at FAB and inter-FAB
level
As stated in ESSIP AOM21.

Guidance material
Direct Routing operations at a local level are already implemented
in several ANSPs. (Portugal, Austria, Ireland, Finland...)
2
Implementation of Direct routes (DCT) has already been covered by the IDP WP2.3. Due to the fact, that
DCT is a first but important step towards Free Route, this fast track is listed under family 2 rather than under
family 1 where it should be listed according to the definition.
Regional or multi-national operations have been conducted in the

framework of SESAR demonstration projects such as WE-FREE and
FRAMAK.
The implementation of direct routes is strongly dependent of

Interdependencies airspace design and in particular of civil/military coordination. This
fast track is dependent upon S-AF-3.1 on Advanced Flexible Use of
Airspace.

S-AF3.1:
Operational stakeholders shall be able to interface with the necessary systems (e.g.
NOP/EAD) as specified in AF 4 (Network Collaborative Management) and AF 5 (Initial
System Wide Information Management).
S-AF3.2:
When available, FRA and DCT shall be supported by Network Manager and SWIM
systems specified in AF 4 (Network Collaborative Management) and AF 5 (Initial
System Wide Information Management).
7.3.6. Timeline
The dates identified in this simplified Gantt chart result mainly from the analysis of
ESSIP and IDSG IDP monitoring activity, and will be further assessed upon
availability of all (local) implementation projects.
The overall cost of AF # 3, amounting at 0.7 billion [till the target implementation
date 2021], would be shared by the different stakeholders categories as follows:
ANSPs: 75% of total investment;
Military: 22% of total investment;
Network Manager: 2% of total investment;
Airspace Users (ground investment): 1% of total investment.
7.4. AF#4 - Network Collaborative Management

Name
AF4: Network Collaborative Management
Description
Network Collaborative Management improves the European ATM
network performance, notably capacity and flight efficiency through
exchange, modification and management of trajectory information. Flow
Management shall move to a Cooperative Traffic Management (CTM)
environment, optimizing the delivery of traffic into sectors and airports
and the need for Air Traffic Flow and Capacity Management (ATFCM)
measures.
Sub-ATM
S-AF4.1: Enhanced Short Term ATFCM Measures
Functionalities
S-AF4.2: Collaborative NOP
S-AF4.3: Calculated Take-off Time to Target Times for ATFCM purposes
S-AF4.4: Automated Support for Traffic Complexity Assessment
Target date
Operational stakeholders and Network Manager shall operate Network
for Sub-AF
Collaborative Management as from 1 January 2022
Geographical
Network Collaborative Management shall be deployed in the EATMN. In
scope
ATC centres in Member States where civil-military operations are not
integrated(Austria, Belgium, Czech Republic, France, Ireland, Italy,
Portugal, Romania, Slovakia and Spain), Network Collaborative
Management shall be deployed to the extent required by Regulation
(EC) N552/2004, point 4 of Part A of Annex II
Figure 9: Structure ATM functionality AF#4 Network collaborative management

elements
Designator FT 4.1.1
Name STAM phase 1 and local ATFCM tools

Sub-AF Enhanced Short Term ATFCM Measures
STAM is consisting of an approach to smooth sector workloads by

reducing traffic peaks through short-term application of minor ground
delays, appropriate flight level capping and exiguous rerouting to a
limited number of flights. These measures are capable of reducing the
traffic complexity for ATC with minimum curtailing for the airspace
users. STAM is based on high-quality data for prediction and accurate
traffic analysis and will be an important contribution to dynamic DCB.
The impact of the forecasted traffic peak on the workload is analysed
using occupancy counts and indicators available in flight lists. A STAM
Description solutions is investigated seeking minimum impact on AUs: either 1)
dynamic capacity improvements based on short-notice reconfiguration
changes or negotiations with military authorities, to increase time of
availability of airspace engaged for air force activity, or 2) cherry-picking
actions based on the identification of the flights creating the complexity,
thanks to enhanced flight list attributes providing FMPs with the
accurate flight status and aircraft attitude. Possible actions would
include in order of priority: the allocation of small defined ground delay
to specific flights, flight level reassignments or route changes negotiated
with AOs and in the last resort interventions on airborne flights
coordinated with adjacent FMPs when needed.
A close working relationship between ANSP/FMP, AU and NMF, which
would monitor both the real demand, the effective capacity of sectors
having taken into account the complexity of expected traffic situation
replaces the rigid application of ATFM regulations based on standard
capacity thresholds as the pre-dominant tactical capacity measure.
Scope The target of the Short Term ATFCM Measures (STAM) is to replace En
Route CASA regulations for situations where the capacity is nominal.
Implement Short-term ATFCM measures (STAM) in terms of minor

ground delays, flight level capping and minor re-routings applied to a
limited number of flights as described in ESSIP FCM04 and extend the
Implementation subsequently throughout the entire EATMN.
References ESSIP FCM04, IDP WP1.2
Concerned
stakeholders CIV/MIL ANSPs, AOP, NM

Geographical
integrated (Austria, Belgium, Czech Republic, France, Ireland, Italy,
applicability (extract
from IR PCP)
(EC) N552/2004, point 4 of Part A of Annex II.

shall be coordinated due to the potential network performance impact
of delayed implementation in a wide geographical scope involving a
number of stakeholders.
Synchronization
procedural changes shall be synchronized to ensure that the
shall involve multiple air navigation service providers and the Network
Manager. Furthermore synchronization during the related
industrialization phase shall take place (supply industry and
standardization bodies in particular).
SESAR P13.02.03 - STAM concept design& System specifications
Guidance material SESAR P13.02.03 - STAM Trial VP-522 Safety Plan
EUROCONTROL - CFMU HUMAN MACHINE INTERFACE (CHMI) ATFCM

REFERENCE GUIDE - Edition 7.0 13/03/2012
Designator FT 4.2.2
Name Interactive rolling NOP
Sub-AF Collaborative NOP
The Network Operation Plan provides an overview of the ATFCM

situation from strategic planning to real time operations with increasing
Description accuracy up to and including the day of operations. The data is
accessible online by stakeholders for consultation and update as and
when needed, subject to access and security controls.
The first steps of the interactive Rolling NOP are already implemented
through the deployment of the NOP portal. Further information and
Scope data are available or planned for deployment to support the Interactive
approach to the NOP (e.g. ADR, DDR2) and the access to the NOP data
will be more and more available through B2B services.
References ESSIP FCM05, IDP WP2.1 and IDP WP 1.1

Concerned
ANSPs, NM, AOP
stakeholders

Geographical ATC centres in Member States where civil-military operations are not
applicability (extract integrated (Austria, Belgium, Czech Republic, France, Ireland, Italy,
from IR PCP) Portugal, Romania, Slovakia and Spain), Network Collaborative

number of stakeholders. From a technical perspective the deployment of
Synchronization targeted system and procedural changes shall be synchronized to ensure
investments shall involve multiple air navigation service providers and
the Network Manager. Furthermore synchronization during the related
Guidance material NOP Portal Users guide
NM B2B Reference Manuals
Designator FT 4.2.3
Name Interface to NMS AFP
Improve the collaboration between the NM and ANS providers, airports

and airspace users in flight plan filing.
ANSPs automatically provide AFP message for:
Missing flight plan
Change of route
Diversion
Description
Change of flight rules or flight type
Change of requested cruising level
Change of aircraft type
Change of aircraft equipment.
The APL and ACH messages sent by IFPS and AFP messages are
automatically processed in the local ATC system. These messages permit
a real time update of the flight plan information.
Improve flight plan distribution and update to increase consistency of
flight plan data amongst all actors involved (NM IFPS/ETFMS, ANSPs and
Scope
AOs) preventing overloads and to obtain a better use of the available
network capacity.
References ESSIP FCM03, IDP WP1.1

Concerned
ANSPs, NM, AOP
stakeholders

applicability (extract integrated (Austria, Belgium, Czech Republic, France, Ireland, Italy,
from IR PCP) Portugal, Romania, Slovakia and Spain), Network Collaborative

Synchronization From a technical perspective the deployment of targeted system and

ESSIP Plan Edition 2013, NM IFPS User Manual, ADEXP format in line
with ICAO State Letter (AN 13/2.1-08/50) - 25 June 2008, Regulation (EC)
Guidance material N1033/2006 of 4 July 2006 laying down the requirements on
procedures for flight plans in the pre-flight phase for the Single
European Sky, as amended by Regulation (EC) N929/2010.
Designator FT 4.4.1
Name
FDP System adaptation and EFD (EFTMS flight data message)
Sub-AF Automated support for traffic complexity assessment

Description
Traffic Complexity Management calculates traffic complexity within
predefined airspace volumes by analysing the constituent factors
contributing to complexity to facilitate the identification of measures
that could be taken to adjust either traffic flows or the airspace
sectorization to optimize the efficiency of the ATC/ATM services of En-
route/Approach ATC Centres in high traffic density airspace.
Scope Traffic Complexity Management tools purpose is to support the user in
the assessment of air traffic complexity.
For NM functionality, ETFMS/IFPS shall be upgraded to deal with a more
flexible and dynamic sector configuration to the traffic demand/pattern.
ATFCM planning needs to be significantly enhanced at Network and
Local levels, including interaction between the two levels. In addition,
tools are required for re-routing and to calculate and manage traffic
loads and complexity at FMP and central level.
ANSPs will be increasingly involved in managing improved coordination
across the network using ANSP-derived data. To enable this, the
following changes will be needed:
The FDP system shall be adapted to include interfaces to the

NOP;
Flight Planning systems shall be updated;
ASM/ATFCM tools shall be able to manage different airspace availability
and sectors capacity (including civil/military coordination, RAD
adaptation and STAM).
References
ESSIP FCM03, IDP WP1.1
Concerned
ANSPs, NM, AOP
stakeholders
Geographical
applicability (extract
from IR PCP)
integrated (Austria, Belgium, Czech Republic, France, Ireland, Italy,
Synchronization

Guidance material ESSIP Plan Edition 2013
NM Flight Progress Messages Manual

Designator FT 4.2.4
Name AOP/NOP Information sharing

The collaborative NOP is fully integrated in ATM stakeholders planning

processes and working methods, including airport operations planning
(AOPs). The NOP is used by the Network Manager Function during all
phases for monitoring and assessing network performance and
following-up stakeholders actions and compliance with agreements.
The NOP provides a rolling picture of the network situation that can be
useful for stakeholders to prepare their plans and their inputs to the
network CDM processes (e.g. negotiation of airspace configurations).
Description The NOP contains a broad spectrum of information which is structured
in such a way as to ensure traceability between required operational
network performance, stakeholders courses of action and agreements,
and the root causes of deviations from (and/or revisions to) the plan.
The information is updated in real-time, and refined throughout the
planning cycle up to and including execution. The quality of NOP
information (e.g. accuracy, consistency, completeness) is monitored.
There are layers of security for accessing the NOP so that only those who
have an operational need to access particular information are able to do
so.
The NOP aims to develop and validate an on-line performance

monitoring function integrated into collaborative network planning.
This objective is motivated by the need to better predict if the ATM
network will perform as required, to continuously monitor if it is
Scope performing as planned.
In operating at the European ATM Network level, the performance
monitoring capability focuses on early detection and mitigation of
regional issues through a collaborative stakeholders (NM, ANSPs,
Airports, Airspace Users, and Military) process.
References PCP AF4 sub- functionality

Concerned
stakeholders NM, ANSP, AU

applicability integrated (Austria, Belgium, Czech Republic, France, Ireland, Italy,
Management shall be deployed to the extent required by EC Regulation


Synchronization targeted system and procedural changes shall be synchronized to ensure
Guidance material NOP Portal Users guide
NM B2B Reference Manuals
Designator FT 4.4.2
Name Initial Local Traffic Complexity tools

Sub-AF Automated Support for Traffic Complexity Assessment
Automated tools continuously monitor sector demand and evaluate
traffic complexity by applying predefined parameters (or guidelines).
Description Forecast complexity, coupled with demand, enables ATFCM to take
timely action to adjust capacity or demand profiles through various
means, in collaboration with ATC and Airspace Users.
Network Collaborative Management improves the European ATM

network performance, notably capacity and flight efficiency through
exchange, modification and management of trajectory information. Flow
Management shall move to a Cooperative Traffic Management (CTM)
Scope environment, optimizing the delivery of traffic into sectors and airports
and the need for Air Traffic Flow and Capacity Management (ATFCM)
measures. Automated Support for Traffic Complexity Assessment
represents one of the sub-functionalities associated to the Network
Collaborative Management.
References PCP AF4 sub-functionality

Concerned
stakeholders NM, ANSP

Geographical integrated (Austria, Belgium, Czech Republic, France, Ireland, Italy,
applicability Portugal, Romania, Slovakia and Spain), Network Collaborative
targeted system and procedural changes shall be synchronized to ensure
Synchronization
Guidance material SESAR 13.2.3 Enhanced DCB

Network management systems shall make use of AMAN as specified in AF1.
Where available and applicable, AOP system shall make use of DMAN as specified in
AF2.
Network management systems shall support Flexible use of airspace and free routing
as specified in AF3. Information exchange requirements shall use SWIM as specified
in AF5 once available. Downlink trajectory information as specified in AF6, where
available, shall be integrated into the NOP.
7.4.6. Timeline

The overall cost for AF#4 (up to end of 2016) is estimated at 163.1 Million .
7.5. AF#5 - Initial System Wide Information Management

Name AF5: Initial System Wide Information Management
System Wide Information Management (SWIM) concerns the

development of services for information exchange. SWIM comprises
standards, infrastructure and governance enabling the management of
information and its exchange between operational stakeholders via
Description interoperable services.
Initial System Wide Information Management (iSWIM) supports
information exchanges that are built on standards and delivered through
an internet protocol (IP)-based network by SWIM enabled systems.
S-AF5.1: Common Infrastructure Components

S-AF5.2: SWIM Technical Infrastructure and Profiles
Sub-ATM S-AF5.3: Aeronautical information exchange

Functionalities S-AF5.4: Meteorological information exchange
S-AF5.5: Cooperative network information exchange
S-AF5.6: Flight information exchange
Target date Operations of the complete AF as from 1 January 2025 (no distinction
for Sub-AF between sub AF)
iSWIM functionality shall be deployed in the EATMN as indicated in the

table in section 5.2 of Regulation (EU 716/2014). In centres in the
Geographical
Member States that have non-integrated civil/military service provision
scope
(1), iSWIM functionality shall be deployed to the extent required by
Regulation (EC) N552/2004, point 4 of Part A of Annex II.
Figure 11: Structure ATM functionality AF#5 Initial SWIM
The diagram above and the tables below describe the fast tracks that are definitely ready
for deployment. However, this is fast-moving field where agreements and clarifications of
specifications could enable deployment earlier than expected.

elements
Designator FT 5.1.1
Name IP-based G/G data communications network
Sub-AF Common Infrastructure Components
Ensure an agreed level of Ground-Ground interconnectivity between

Description member states ATSUs and stakeholders as required to facilitate
information exchange
G/G connectivity shall:

Be via PENS wherever possible;
Scope
Facilitate exchange of ATM Information between relevant
stakeholders ;
References ESSIP COM 09, IDP WP5.1

Concerned
stakeholders ANSPs Airports NM
iSWIM functionality shall be deployed in the EATMN as indicated in

Geographical the table in section 5.2 of Regulation (EU 716/2014). In centres in the
applicability Member States that have non-integrated civil/military service
provision (1), iSWIM functionality shall be deployed to the extent
required by Regulation (EC) N552/2004, point 4 of Part A of Annex II.
Synchronization Synchronization is required before start of iSWIM implementation.
Guidance material References in ESSIP COM09
Designator FT 5.2.1
Name ITY FMTP
Sub-AF SWIM Infrastructure and Profiles
Description Use of FMTP for ATM messaging over legacy standards
ANSPs shall conform to the ITY FMTP regulation for external

Scope
connectivity prior to commencement of SWIM services.
References ESSIP ITY-FMTP

Concerned
ANSPs
stakeholders

Synchronization Synchronization is needed bilaterally initially, with full

synchronization before commencement of SWIM services.
Guidance material As stated in ESSIP ITY-FMTP
Designator FT 5.3.1
Name AIS System Upgrade to support AIXM 5.1
Sub-AF Aeronautical Information Exchange
Description Upgrade of AIS to provide data and services into SWIM
ANSPs aeronautical data systems shall:

Scope Adopt a service-oriented approach to provision of data
Provide information to SWIM network by standard XML
schema as per AIXM 5.1

Concerned
ANSPs
stakeholders

Synchronization Synchronization is needed before full implementation of S-AF 3.3

As in ESSIP FCM05
Guidance material
AIXM 5.1
Designator FT 5.3.2
Name ATM System Upgrade to support AIXM 5.1
Upgrade of ATM Systems to provide data and services into SWIM and
Description
make use of SWIM services for data
ANSPs ATM systems shall:
Adopt a service-oriented approach to provision of data
Provide information to SWIM network by standard XML
Scope schema as per AIXM 5.1
Utilise SWIM for data in preference to point-to-point
interfaces where possible
Be compliant with the applicable version of the AIRM and
ISRM.
Concerned ANSPs
stakeholders
the table in section 5.2 of Regulation (EU 716/2014). In centres in the
Geographical
Member States that have non-integrated civil/military service
applicability
No ex-ante synchronization requirements, to be further assessed at
Synchronization
the level of Local Implementation Projects
As in ESSIP FCM05
Guidance material
AIXM 5.1
Designator FT 5.3.3
Name Interface to NMS

Integrate the local/regional automated ASM support systems
Description
migrated to AIXM 5.1 B2B with the NM system.
ANSPs ASM support systems shall communicate with the Network
Scope
Managers system.
Concerned stakeholders ANSPs
Geographical
applicability
Although individual ANSPs may be connected at different times, the
Synchronization benefits are gained once a critical mass of ANSPs are interacting with
the Network Manager.
As in ESSIP FCM05
Guidance material
AIXM 5.1
Designator FT 5.4.1
Name Implement New MET Data Model
Sub-AF Meteo Information Exchange
Description Upgrade Meteo service to provide reliable actual and forecast Meteo
data, wherever required across the ATM network, in WXXM format.
Meteo data shall:

Be distributed as a set of defined services, standard across all
Scope ATM stakeholders, conforming to WXXM;
Be available through SWIM to all necessary stakeholders
Conform to relevant ADQ 2 regulation ;
References ESSIP ITY-ADQ

Concerned
Met service providers.
stakeholders

Although individual ANSPs may be connected at different times, the

Synchronization benefits are gained once a critical mass of ANSPs are using WXXM
format.
As in ESSIP ITY-ADQ
Guidance material
AIXM 5.1
Designator FT 5.5.1
Name Interface and data Requirements of AF4 NOP
Sub-AF Cooperative Network Information Exchange

NM Information will be freely exchanged by Operational stakeholders
Description by means of defined cooperative network information services, using
the yellow SWIM TI Profile.
Operational stakeholders shall implement services which support the
exchange of the following cooperative network information using the
yellow SWIM TI Profile:
Maximum airport capacity based on current and near term
weather conditions
Synchronization of Network Operations Plan and all Airport
Scope Operations Plans
Regulations
Slots
Short term ATFCM measures
ATFCM congestion points
Restrictions
Airspace structure, availability and utilization
Network and En-Route Approach Operation Plans
References
Concerned ANSPs Airports NM
stakeholders
Geographical
applicability
The deployment of Initial System Wide Information Management
functionality shall be coordinated due to the potential network
performance impact of delayed implementation in a wide
geographical scope involving a number of stakeholders. From a
technical perspective the deployment of targeted system and service
delivery changes shall be synchronized to ensure that the
Synchronization performance objectives are met. This synchronization shall enable
changes targeted within ATM functionalities referred to in Sub-AF 1
to 4 as well as future common projects. Synchronization shall involve
all ATM ground stakeholders (civil/military air navigation service
providers, airspace users for AOC systems, airport operators, MET
Service Providers and the Network Manager. Furthermore,
synchronization during the related industrialization phase shall take
place, in particular among supply industry and standardization bodies.

Guidance material References TBD
Designator FT 5.6.1
Name FDPS Upgrade preparing for IOP Flight Object Exchanges
Sub-AF Flight Information Exchange
Flight information shall be exchanged during the pre-tactical and
Description tactical phases by ATC systems and Network Manager, using SWIM
standard services of the blue and yellow SWIM TI Profiles.
Operational stakeholders shall implement services which support the
exchange of the following flight information as indicated in the table
below using the blue SWIM TI Profile:
Various operations on a flight object: Acknowledge reception,
Acknowledge agreement to FO, End subscription of a FO
distribution, Subscribe to FO distribution, Modify FO constraints,
Modify route, Set arrival runway, Update coordination related
information, Modify SSR code, Set STAR, Skip ATSU in
Scope coordination dialogue
Share Flight Object information. Flight Object includes the flight
script composed of the ATC constraints and the 4D trajectory
Operational stakeholders shall implement the following services
for exchange of flight information using the yellow SWIM TI
Profile:
Validate flight plan and routes
Flight plans, 4D trajectory, flight performance data, flight status
Flights lists and detailed flight data
Flight update message related (departure information)
References Not applicable
Concerned ANSPs
stakeholders
Geographical
Member States that have non-integrated civ/mil service provision (1),
applicability
iSWIM functionality shall be deployed to the extent required by
Regulation (EC) N552/2004, point 4 of Part A of Annex II.
Synchronization Peer-to-peer synchronization is needed.
Guidance material References TBD

Family 2 elements for System Wide Information Management (SWIM) services are still to
be proposed and agreed. These will satisfy the requirements of section 5.1 of the
Regulation (EU 716/2014).

Data exchange between ATS units shall be implemented using System Wide Information
Management (SWIM) services where these services are mature to carry the necessary
information. Incoming dependencies from other AFs may therefore drive SWIM
deployment priorities. Those identified in the PCP so far are:
SWIM services enable the AMAN functionality as described in AF1, A-FUA as
described in AF3, Network Collaborative Management functionality as described
in AF4 and flight data processing systems to flight data processing systems
exchange of down-linked trajectory information between ATS units required by
Initial Trajectory Information Sharing functionality referred to in AF6
The implementation of SWIM infrastructure and services referred to in AF5
facilitates the information exchange for all mentioned ATM functionalities
7.5.6. Timeline

There are currently no Family 2 elements in AF5 so the CBA for PCP IR gives no
information. Based on the apportionment between AFs in that CBA, family 1 elements for
AF#5 might cost of the order of 51.7M.
7.6. AF#6 - Initial Trajectory Information Sharing

Name
AF6: Initial trajectory information sharing
Description
Initial Trajectory Information Sharing (i4D) consists of the improved use
of target times and trajectory information, including where available the
use of on-board 4D trajectory data by the ground ATC system and
Network Manager Systems, implying fewer tactical interventions and
improved de-confliction situation.
Sub-ATM
S-AF6.1: Initial trajectory information sharing
Functionalities
Target date
ATS providers and the Network Manager shall ensure that they enable
for Sub-AF
Initial Trajectory Information Sharing as from 1 January 2025.
At least 20% of the aircraft operating within the airspace of European
Civil Aviation Conference (ECAC) countries in the ICAO EUR region
corresponding to at least 45% of flights operating in those countries are
equipped with the capability to downlink aircraft trajectory using ADS-C
EPP as from 1 January 2026.
Geographical
Initial Trajectory Information Sharing shall be deployed in all ATS units
scope
providing air traffic services within the airspace for which the Member
States are responsible in the ICAO EUR region.
AF6
Initial trajectory information sharing
Initial trajectory information sharing
FT6.1.1
FDP upgrade in prep. of integration of aircraft flight data prediction
Figure 13: Structure ATM functionality AF#6 Initial trajectory information sharing

elements
Designator FT 6.1.1
FDP upgrade in preparation of integration of aircraft flight data

Name prediction (available only when ADS-C EPP service will be deployed
at the relevant ATSU)
Sub-AF Initial trajectory information sharing
Adapt FDP to process the air derived flight data provided through
ADS-C EPP service. This includes potential interface with the data-link
Description system (to access to the aircraft flight data) and the adaptation of the
Trajectory Prediction sub system to integrate such additional
information. It could also include the integration of the ADS-C EPP
contract and the associated CPDLC messages.
Ground System: The following are main system improvements for
ground FDP systems
Inclusion of aircraft FMS 4D trajectory within FDP Trajectory
Scope Prediction.
ADS-C contracts management (demand/event/periodic.)
Manage CPDLC messages.
HMI in CWP must also be adjusted accordingly.
References ATN B2 standards

Concerned
stakeholders ANSPs,
Implementation projects will deliver FDP upgrade as a prerequisite

Geographical of Initial trajectory information sharing at any of the ATS units
applicability providing air traffic services within the airspace for which the Member
States are responsible in the ICAO EUR region
The integration of such functionality within FDP as proposed must be
Synchronization considered as an opportunity (associated with the FDP evolution
strategies of the ANSPs) rather than a synchronised objective because
it remains a preparatory activity.
Availability of a data link capability is a prerequisite for AF6 including
both ATN B1 (required through DLS IR) and the subsequent ATN
Interdependencies
B2.Exchange of trajectories between ATC centres requires
implementation of FF ICE, Flight Objects and SWIM.
7.6.4. Family 2 - Pure PCP elements

N/A

implementation projects and high level timeline
Availability of a data link capability is a prerequisite for AF6 including both
ATN B1 (required through DLS IR) and the subsequent ATN B2.
Exchange of trajectories between ATC centres requires implementation of FF
ICE, Flight Objects and SWIM. iSWIM shall enable FDP to FDP exchange of
down-linked trajectory information between ATS units.
Where available downlink trajectory information shall be integrated into the
NOP support TTO/TTA.
7.6.6. Timeline
The dates identified in this simplified Gantt chart result mainly from the analysis of
ESSIP and IDSG IDP monitoring activity, and will be further assessed upon
availability of all (local) implementation projects.

The overall cost of AF # 6, amounting at 0.42 billion (0.84 billion undiscounted)
[till the target implementation date 2026], would be borne by ANSPs (0.178 billion
), AUs (0.236 billion ) and NM (0.055 billion ).
8. List of Acronyms
Acronyms Meaning
ACC Area Control Centre
A-CDM Airport Collaborative Decision Making
ACH ATC flight plan change message
ADR Airspace Data Repository
ADS-C Automatic Dependent Surveillance-Contract
AF ATM functionality
AFP ATC Flight plan Proposal
A-FUA Advanced Flexible Use of Airspace
A-SMGCS Advanced Surface Movement Guidance and Control System
AIRM Aeronautical Information Reference Model
AIS Aeronautical Information Service
AIXM Aeronautical Information eXchange Model
AMAN Arrival Manager
ANSP Air navigation service provider
AO Airline Operator
AOC Airline Operations centre
AOP Airport operator
APCH Approach
APL ATC flight plan message
APV Approach Procedure with Vertical guidance
ASM Airspace Management
ATC Air Traffic Control
ATCO Air Traffic Controller
ATFCM Air Traffic Flow and Capacity Management
ATFM Air Traffic Flow Management
ATM Air traffic management
ATN Air Traffic Network
Acronyms Meaning
ATS Air Traffic Service
ATSU Air Traffic Service Unit
AU Airspace user
B2B Business-to-Business
CBA Cost benefit analysis
CDM Collaborative Decision Making
CEF Connecting Europe Facility
CFMU Central Flow Management Unit
CHMI CFMU Human Machine Interface
CIAM Collaboration Interface for Airspace Managers
CIV Civil
COP Coordination Point
CPDLC Controller-Pilot Data Link Communications
CTM Cooperative Traffic Management
CTO/CTA Controlled Time Over/Controlled Time of Arrival
DCT Direct Routing
DDR Demand Data Repository
DLS IR Data-Link Service Implementing Rule
DM Deployment Manager
DMAN Departure Management
DME Distance Measuring Equipment
DP Deployment Programme
D-TAXI Data link Taxi Support
EAD European Aeronautical Database
EASA European Aviation Safety Agency
EC European Commission
ECAC European Civil Aviation Conference
EAD European AIS Database
EFD ETFMS Flight Data
Acronyms Meaning
EPP Extended Projected Profile
ERNIP European Route Network Improvement Plan
ESARR Eurocontrol Safety Regulatory Requirement
ESSIP European Single Sky Implementation
ETFMS Enhanced Tactical Flow Management System
ETSI European Telecommunications Standards Institute
EUR (ICAO) European (region)
EUROCAE European Organisation for Civil Aviation Equipment
FAA Federal Aviation Authority
FAB Functional Airspace Block
FDP Flight Data Processing
FDPS Flight Data Processing System
FIN Finance (e.g. Sub-Group)
FCM Flow and capacity Management
FMP Flow Management Position
FMS Flight Model Simulator
FMS Flight Management System
FMTP Flight Message Transfer Protocol
FO Flight Object
FOC Flight Operations Centre
FPA Framework partnership Agreement
FRA Free Rout Airspace
FT Fast Track Implementation project
FUA Flexible Use of Airspace
GNSS Global Navigation Satellite System
i4D Initial Trajectory Information Sharing
4DTRAJ 4D Trajectory
IATA International Air Transport Association
ICAO International Civil Aviation Organization
Acronyms Meaning
IDP Interim Deployment Programme
IDSG Interim Deployment Steering group
IDSG-ET Interim Deployment Steering group expert team
IFPS Initial Flight Plan Processing System
INEA Innovation and Networks Executive Agency
IOP Interoperability
IP Internet Protocol
IR Implementing Rule
ISRM Information Service Reference Model
iSWIM Initial system wide information management
MIL military
MONA Monitoring Aid
MP Master Plan
MTCD Medium-term Conflict Detection
NSA National Supervisory Agency
NM Network Manager
NMF Network Management Function
NMS Network Management System
NOP Network Operations Plan
OLDI On-line Data Interchange
PBN Performance based navigation
PCP Pilot Common Project
PDP Preliminary Deployment programme
PANS Procedures for Air Navigation Services
PENS Pan European Network System
PKI Public Key infrastructure
RF Radius to Fix
RNP Required navigation performance
S-AF ATM Sub-functionality
Acronyms Meaning
SBAS SatelliteBased Augmentation System
SESAR Single European Sky ATM Research
SID Standard Instrument Departure
SJU SESAR Joint Undertaking
SG Sub-Group
SLoA Stakeholder Lines of Action
SSR Secondary Surveillance Radar
STCA Short-term Conflict Alert
STAR Standard Arrival Route
SWIM System-Wide Information Management
TBO Time Based Operation
TI Technical Infrastructure
TMA Terminal manoeuvring area
TTG Time To Gain
TTL Time To Lose
TTOT Target Take Off Time
TSAT Target Start-up Approval Time
VOR VHF Omnidirectional Radio Beacon
WXXM Weather Information Exchange Model
XML Extensible Mark-up Language

SDA Preliminary Deployment Programme V0

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SDA Preliminary Deployment Programme V0

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SESAR Deployment Framework Partnership

1. Executive Summary ........................................................................................................................... 5

2. PDP specific objectives ...................................................................................................................... 6

4. Overall timeframe ............................................................................................................................. 9

5. Overall performance improvement ................................................................................................. 11

6. Initial set of high level risks .............................................................................................................. 13

7. ATM Functionalities ......................................................................................................................... 14

7.1.1. ATM Functionality and Sub-functionalities...................................................................................... 14

7.1.2. List of Fast Tracks ............................................................................................................................ 15

7.1.3. Family 1 - Pre-requisites and facilitators, including IDP elements ................................................... 16

7.1.4. Family 2 - Mature PCP elements...................................................................................................... 19

7.1.5. Interdependencies with other sub-functionalities and/or implementation projects ....................... 21

7.1.6. Timeline .......................................................................................................................................... 21

7.1.7. Preliminary economic appraisal ...................................................................................................... 21

7.2. AF#2 - Airport Integration and Throughput ........................................................................................ 23

7.2.1. ATM Functionality and Sub-functionalities...................................................................................... 23

7.2.2. List of Fast Tracks ............................................................................................................................ 24

7.2.3. Family 1 - Pre-requisites and facilitators, including IDP elements ................................................... 25

7.2.4. Family 2 Mature PCP elements ..................................................................................................... 39

7.2.5. Interdependencies with other sub-functionalities and/or implementation projects ....................... 40

7.2.6. Timeline .......................................................................................................................................... 41

7.2.7. Preliminary economic appraisal ...................................................................................................... 41

7.3. AF#3 - Flexible Airspace Management and Free Route ....................................................................... 42

7.3.1. ATM Functionality and Sub-functionalities...................................................................................... 42

7.3.2. List of fast tracks ............................................................................................................................. 43

7.3.3. Family 1 - Pre-requisites and facilitators, including IDP elements ................................................... 44

7.3.4. Family 2 Mature PCP elements ..................................................................................................... 47

7.3.5. Interdependencies with other sub-functionalities and/or implementation projects ....................... 48

7.3.6. Timeline .......................................................................................................................................... 48

7.3.7. Preliminary economic appraisal ...................................................................................................... 48

7.4. AF#4 - Network Collaborative Management ...................................................................................... 50

7.4.1. ATM Functionality and Sub-functionalities...................................................................................... 50

7.4.2. List of fast tracks ............................................................................................................................. 51

7.4.3. Family 1 - Pre-requisites and facilitators, including IDP elements ................................................... 52

7.4.4. Family 2 - Mature PCP elements...................................................................................................... 59

7.4.5. Interdependencies with other sub-functionalities and/or implementation projects ....................... 62

7.4.6. Timeline .......................................................................................................................................... 62

7.4.7. Preliminary economic appraisal ...................................................................................................... 62

7.5. AF#5 - Initial System Wide Information Management ........................................................................ 63

7.5.1. ATM Functionality and Sub-functionalities...................................................................................... 63

7.5.2. List of fast tracks ............................................................................................................................. 64

7.5.3. Family 1 - Pre-requisites and facilitators, including IDP elements ................................................... 65

7.5.4. Family 2 - Mature PCP elements...................................................................................................... 74

7.5.5. Interdependencies with other sub-functionalities and/or implementation projects ....................... 74

7.5.6. Timeline .......................................................................................................................................... 74

7.5.7. Preliminary economic appraisal ...................................................................................................... 75

7.6. AF#6 - Initial Trajectory Information Sharing...................................................................................... 76

7.6.1. ATM Functionality and Sub-functionalities...................................................................................... 76

7.6.2. List of fast tracks ............................................................................................................................. 77

7.6.3. Family 1 - Pre-requisites and facilitators, including IDP elements ................................................... 78

7.6.4. Family 2 - Pure PCP elements .......................................................................................................... 78

7.6.6. Timeline .......................................................................................................................................... 79

7.6.7. Preliminary economic appraisal ...................................................................................................... 79

8. List of Acronyms .............................................................................................................................. 80

2. PDP specific objectives

LEVEL Name Description

Family1 Every element to implement baseline (prerequisites and facilitators of

Family 2 All PCP elements ready to be deployed at certain location in the

Figure 1: Typical breakdown from Level 1 to Level 3 in the PDP

DESIGNATOR Reference numbering

NAME Name of Fast Track

DESCRIPTION Description of the Fast Track

SCOPE Description of intended scope of the Fast Track

REFERENCES Reference to ESSIP objectives, IDP WPs, NM plans, etc.